Vehicle cantilever chock block apparatus for railroad car transport of vehicles

ABSTRACT

Transportation equipment having at least one deck for supporting and transporting four-wheel vehicles such as automobiles and trucks; at least one track secured to the deck; the track having a pair of substantially upwardly extending spaced apart surfaces; chock blocks for a vehicle transported on the deck to secure the vehicle against longitudinal movement; each chock block having a horizontal first member which nests with the track and is quickly removable from such nesting arrangement by upward displacement; each chock block having a second member substantially horizontally positioned and permanently laterally joined to the first member; the second member having a sufficient length to extend along, and terminate beyond, the tread face of a tire of a vehicle located along side the track; and the chock block having a lock for removably securing the first member to the track, when in nesting position therewith, to prevent the chock block from horizontal movement along the track and upward movement from the track.

This application is a continuation-in-part of our copending applicationSer. No. 928,560 filed Nov. 10, 1986, now abandoned.

This invention relates to railroad cars, over-the-highway trucks andtrailers, containers, ships, barges and boats and air cargo planes usedto transport vehicles such as automobiles and trucks. More particularly,this invention is concerned with improved chock block apparatus forsecuring vehicles being transported on or in such equipment.

BACKGROUND OF THE INVENTION

Special railroad cars are used to transport vehicles such as automobilesand trucks from manufacturing plants to distribution centers. Suchrailroad cars are often referred to as auto rack cars. The number ofdecks which support the vehicles depends on the type of vehicles to betransported. Although some cars have a single deck it is more common tohave two or three decks. Each deck will usually carry about four to sixvehicles in the United States.

It is necessary to tie down or secure each vehicle to its supportingdeck so that it remains in position while the railroad car moves fromits point of loading to its destination. The system used to tie downeach vehicle must be able to hold it securely even when the railroad caris subjected to buff and draft forces as well as when it rocks, rollsand bumps.

One of the ways widely used in the United States to tie down vehiclesrequires a pair of parallel tracks, spaced apart about forty inchesoutside, on each deck. The four wheels of each vehicle span the tracksand thus provide centering guides when the vehicles are driven onto therailroad car in column formation in so-called circus loading. After avehicle is properly positioned on a deck it is pulled down tightly byuse of four chains. Two chains are used at each end. Each chain free endis hooked to the vehicle frame or body adjacent the track. The chainextends downwardly to a carriage releasably slidable in the track andcarrying a winch for tightening the chain. Such apparatus is disclosedin the U.S. Pat. Nos. 3,566,803; 3,564,577; 3,374,008 and 3,673,969.

Although the described tie down apparatus has been successfully used formany years, recent vehicle structural changes have lowered roadclearance, indicating that alternative systems should be used. Thus, itis no longer desirable to use a tie down system which pulls the bodydown and compresses the vehicle springs because this lowers theclearance between the vehicle underbody parts including mufflers,tailpipes and the like, and the deck. When the railroad car bumps andpitches, it can hit the deck and cause damage to the vehicle.Additionally, to withstand the tension applied to the underbody of thevehicle where the hooks are attached, special reinforcement must beadded with increased cost solely to transport the vehicle and with nogeneral benefit to the vehicle once it reaches its destination.

A further disadvantage of the prior art tie down system is that thelaborer must have access to both sides of the vehicle; thus, space mustbe provided for him to work and walk on both sides. For some vehicles itis considered that tie down on one side only would be adequate if asuitable system is available. This would reduce the laborers time andlower costs.

Although the above discussion has pertained specifically to transportingvehicles on railroad cars, it is also common to transport vehicles onover-the-highway trailers and trucks, on ships, barges and boats, by aircargo planes, and in shipping containers. As to shipping containers,automobiles are very often shipped in them by railroad and ship. Thus,servicemen, such as Army and Navy personnel being transferred to andfrom a base overseas, take their automobiles along and in such cases theautomobiles are often transported in containers. When a vehicle isshipped in a container or by trailer, truck, ship, barge, boat or aircargo plane, it is often desirable, and many times necessary, to have atie down apparatus secure the vehicle in place.

From the above discussion it is believed clear that alternative tie downapparatus for vehicles being transported, which eliminates some or allof the disadvantages of the prior art systems, is needed.

SUMMARY OF THE INVENTION

According to one aspect of the invention there is providedtransportation equipment having at least one deck for supporting andtransporting four-wheel vehicles such as automobiles and trucks; atleast one track secured to the deck; the track having a pair ofsubstantially upwardly extending spaced apart surfaces; chock blocks fora vehicle transported on the deck to secure the vehicle againstlongitudinal movement; each chock block having a horizontal first memberwhich nests with the track and is quickly removable from such nestingarrangement by upward displacement; each chock block having a secondmember substantially horizontally positioned and permanently laterallyjoined to the first member; the second member having a sufficient lengthto extend along, and terminate beyond, the tread face of a tire of avehicle located along side the track; and the chock block having meansfor removably securing the first member to the track, when in nestingposition therewith, to prevent the chock block from horizontal movementalong the track and upward movement from the track.

The transportation equipment having the deck can be a railroad car, anover-the-highway truck or trailer, a shipping container, a ship, bargeor boat or an air cargo plane.

According to a second aspect of the invention a railroad car is providedhaving at least one deck for supporting and transporting four-wheelvehicles such as automobiles and trucks; at least one track secured tothe deck longitudinally of the railroad car, the track having a pair ofsubstantially upwardly extending spaced apart surfaces; chock blocks foreach vehicle transported on the deck to secure the vehicle againstlongitudinal movement; each chock block having a horizontal first memberwhich nests with the track and is quickly removable from such nestingarrangement by upward displacement; each chock block having a secondmember substantially horizontally positioned and permanently laterallyjoined to the first member; the second member having a sufficient lengthto extend along, and terminate beyond, the tread face of a tire of avehicle located along side the track; and the chock block having meansfor removably securing the first member to the track, when in nestingposition therewith, to prevent the chock block from horizontal movementalong the track and upward movement from the track.

While the deck must have at least one track, it is sometimes desirableto use two spaced apart longitudinal a track secured to the deck withenough clearance for the vehicle wheels to roll between the tracks.Additionally, some or all of the tracks can be located on top of thedeck or wholly or partially below the deck top surface or face.

The chock block second member can have a bottom located on the deck.However, the bottom can be located above the car deck when the firstmember and the track are in nesting arrangement. The second member canhave means which maintains it substantially horizontal when upward anddownward forces are applied to the second member. Also, the secondmember can have a bottom portion supported by the first member.

The second member can have first and second ends; the first member canbe located between the second member first and second ends; a firstsupport leg, located between the first end and the first member, canextend downwardly from the second member to the deck; and a secondsupport leg, located between the second end and the first member, canextend downwardly from the second member to the deck. When the chockblock is positioned on a track and against a vehicle tire the secondmember second end will be located beneath the vehicle and the secondmember first end will be spaced laterally outwardly away from the outerside of the tire and the track.

The upwardly extending spaced apart surfaces of each track can bedefined by spaced apart walls and the first member can have a pair ofspaced apart walls which nest with the track walls.

The track can be a channel with its open side facing upwardly or it canbe an inverted channel. The track can also be shaped like an L or aninverted T. The first member can define a channel which has its openside facing downwardly and it can be sized to nest a track in closeproximity therewith.

The means for removably securing the first member to the track when innesting position therewith can comprise a movable pin mounted on thechock block; the pin can have a forward end; the first member can have ahole into which the pin forward end can extend through and into one of aplurality of horizontally disposed spaced apart holes in the track; andmeans can be included to withdraw the pin forward end from the trackhole to remove the chock block from the track.

The pin can be axially movable and the pin back end can be slidablymounted in a hole in a vertical plate joined to the chock block andspring means included to drive the pin forward a limited distance. Thepin can have a lateral handle movable in a slot in a plate joined to thechock block with movement of the handle in the slot determining maximumaxial movement of the pin. The slot can have means for retaining thehandle in maximum retracted position with the forward end of the pinlocated in but not extending out of the hole in the first member.

The second member can have a flat bottom plate, extending for about itslength, a plate with a lower edge joined to the bottom plate and slopingupwardly, and bracing members extending from the sloped plate to thebottom plate.

The second member can have a flat bottom plate, extending for about itslength, and a pair of plates with lower edges joined to the bottom plateand sloped upwardly toward each other and with the plates having upperedges joined together. Each of the pair of upwardly sloped plates can besubstantially triangular; the second member can have first and secondends; the first member can be located between the second member firstand second ends; the second member first end can terminate beyond thetire tread; and the lower edges of the pair of plates can be about thesame length and can terminate at the second end beyond the tire treadface. The second member bottom plate can in part constitute a top platefor the first member and the first member can include a pair of spacedapart parallel vertical walls, which nest with the track, joined to thelower surface of the bottom plate.

Each of the pair of upwardly sloped plates can have an upward end edgeand an end plate, sloped from vertical, with a triangular upper portionjoined to the end of the bottom plate and to the end edges of the slopedplates, and the end plate can have a lower portion projecting downwardlyto the car deck.

One or both sloped plates can have one or more holes or openings toreduce weight. The edges of the holes can be flared outwardly a shortdistance to provide gripping openings and edges into and against whichtires can press and thereby be additionally restrained against movement.

The chock block can have means for connecting a vehicle wheel tie-downstrap to the chock block. By using two chock blocks, with each one beingon opposite sides of the same tire tread, a tie-down strap means can bebrought over the tire or axle and one end of the strap means can beconnected to one chock block and the other end of the strap means can beconnected to the other chock block to further secure the vehicle againsthorizontal and vertical displacement. When the chock blocks are to beused in conjunction with a tie-down strap one chock block of a pair ofchock blocks will desirably have a first end of the strap permanentlyconnected to the chock block second member between its second end andthe chock block first member. The other chock block of the pair of chockblocks desirably will have means located on the chock block between thesecond member second end and the first member for releasably connectinga second end of the tie-down strap thereto. To quickly and operativelyconnect the tie-down strap second end to the chock block, the secondmember can have a conventional small winch permanently connected to it.After the strap is positioned over a vehicle tire the strap second endcan be inserted into the winch and then tightened by means of the winchto apply adequate tension on the strap to hold the vehicle wheel down.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevation of a railroad car having chock blockapparatus connected to tracks on the car decks;

FIG. 2 is an end view of the railroad car shown in FIG. 1;

FIG. 3 is a sectional view of FIG. 1 taken along the line 3--3;

FIG. 4 is a side elevational view of one embodiment of chock blockapparatus, according to the invention, connected to tracks on a railroadcar deck and abutting a vehicle tire;

FIG. 5 is a plan view of the chock block apparatus of FIG. 4;

FIG. 6 is an end view of FIG. 4 taken along the line 6--6;

FIG. 7 is a side elevational view of the chock block apparatus as shownin FIG. 4 but with the pin fully retracted and the pin handle in lockedposition;

FIG. 8 is a side elevational view, similar to FIG. 4, of a secondembodiment of chock block apparatus connected to a track on a railroadcar deck according to the invention;

FIG. 9 is an end elevational view of the chock block apparatus takenalong the line 9--9 of FIG. 8;

FIG. 10 is a plan view of the chock block apparatus shown in FIG. 8;

FIG. 11 is a side elevational view of a third embodiment of chock blockapparatus connected to a channel track;

FIG. 12 is a sectional view taken along the line 12--12 of FIG. 11;

FIG. 13 is a side elevational partial view of a fourth embodiment ofchock block apparatus connected to an L-shaped or angle track;

FIG. 14 is a sectional view taken along the line 14--14 of FIG. 13;

FIG. 15 is a side elevational partial view of a fifth embodiment ofchock block apparatus locked to a track located below a car decksurface;

FIG. 16 is a sectional view taken along the line 16--16 of FIG. 15;

FIG. 17 is similar to FIG. 15 but shows the chock block apparatusunlocked from the track;

FIG. 18 is a side elevational view of a vehicle wheel tied down to adeck by use of a pair of chock blocks, one on each side of the wheeltire tread, and a tie-down strap run over the tire upper portion andconnected at each end to one of the chock blocks;

FIG. 19 is a side elevational view, partially in section, taken alongthe line 19--19 of FIG. 18; and

FIG. 20 is a plan view of the tie-down strap used in combination withthe chock blocks shown in FIGS. 18 and 19.

DETAILED DESCRIPTION OF THE DRAWINGS

To the extent it is reasonable and practical the same or similarelements or parts which appear in the various views of the drawings willbe identified by the same numbers.

With reference to FIGS. 1 to 3, the railroad car 20 has an underframe 22supported by a pair of wheel trucks 24. Extending upwards fromunderframe 22 are sidewalls 26,28 to which roof 30 is connected.

The railroad car 20 has three decks 32,34 and 36. Deck 32 is supportedon underframe 22 and decks 34 and 36 are supported by column members,not shown, along the sides of the car 20. The height between adjacentdecks and between the top deck 36 and the car roof 30 is approximatelyequal.

Each deck of the railroad car 20 shown in FIGS. 1 to 3 has a pair ofidentical parallel longitudinal tracks 42,44 spaced apart sufficientlyso that the wheels of vehicles 350 can roll in a path between thetracks. Two tracks are to be used when a chock block according to theinvention is used to secure a vehicle in position at all four tires,whether outside the wheelbase length as shown in FIG. 3, or inside thewheelbase length (not shown). However, only one track 42,44 need beinstalled. If two tracks are installed only one need be used when two orfour chock blocks are used to chock two tires on the same vehicle side.With two tracks, four chock blocks can be used to chock two front tires,two rear tires, or one front tire and one diagonally located rear tire.Additionally, with two tracks and four chock blocks a vehicle can besecured in place by using four chock blocks per vehicle with all fourchock blocks located between the axles or outside the axles.

Each of tracks 42,44 is a hat-shaped inverted channel in cross-section.The tracks have a top 46, vertical spaced-apart side walls 48,50extending downwardly from top 46 and flanges 52,54 projecting outwardlyfrom side walls 48,50 respectively. Flanges 52,54 are joined to therespective car deck, such as deck 34, on which they are located. Theside walls 48,50 provide a pair of substantially vertical surfaces whichserve to prevent the chock block from swinging about a vertical axis aswill be clear from the subject description. Side wall 50 is providedwith a plurality of horizontally spaced apart aligned holes 51.

Referring to FIGS. 4 to 7, the chock block 60 has two major functioningmembers which are first member 62 and second member 80. The first member62 is horizontally located and adapted to nest with track 42,44. In theembodiment illustrated by FIGS. 4 to 7, the first member 62 includes thespaced-apart vertical plates 66,68 which are joined at the top to thelower surface of plate 70 which constitutes a bottom for the secondmember 80. Since the plates 66,68 are joined to plate 70, the portion ofplate 70 between plates 66,68 may also be considered to be part of thefirst member 62. The first member 62 nests over track 42 in that theside walls 66,68 are positioned close to but slightly outwardly of theouter surfaces of track side walls 48,50. Downward displacement of firstmember 62 is stopped when plate 70 rests on track top 46.

The second member 80 includes bottom plate 70 to which front sloped wall72 and rear sloped wall 82 are joined. Front sloped wall 72 is in thegeneral form of a long triangle having a lower edge 74, an upper edge 76and an end edge 78. Rear sloped wall 82 is also in the form of a longtriangle having a lower edge 84, an upper edge 86 and an end edge 88.The lower edge 74 of sloped wall 72 is joined to bottom plate 70.Similarly, the lower edge 84 of sloped wall 82 is joined to bottom plate70. The top edges 76,86 are joined together to form a peak at the top ofthe sloped walls 72,82.

The second member 80 also has an end plate or wall 90. End plate 90 hasa triangular upper portion 92 joined to the end edges 78,88 of front andrear walls 72,82 respectively, and to the adjoining end of bottom plate70. The end plate 90 also has a rectangular portion 94 extendingdownwardly from the bottom of triangular upper portion 92. Therectangular portion 94 terminates in a bottom end 96 intended to be atthe surface of car deck 34. A pair of vertical flanges 98,100 extendfrom and are joined to vertical plate 66 and to rectangular portion 94as well as to bottom plate 70. The rectangular portion 94 functions as asupport left for the chock block and prevents it from being lifted in acounterclock direction when viewed as shown in FIG. 4. Such an upwardforce could be applied by a tie-down strap connected to chock blocks oneach side of and lateral to the same tire tread and running over thetire top or upper portion, or vehicle axle.

A pair of spaced apart vertical parallel plates 110,112 is connected tothe bottom plate 70. A bolt or pin 114 extends through plates 110,112and is secured thereto. The bolt provides an attachment for the end of atie down strap which optionally may be run over one or more of thevehicle tires.

The axially movable horizontal pin 120 has a forward end 122 and a rearor back end 124. The forward end 122 is slidably positioned in plate 68and the rear end is slidably positioned in a hole in plate 110. Plate130 extends between and is joined to vertical plates 68 and 110 and alsoto bottom plate 70. An L-shaped slot 132 is located in plate 130 and ispositioned to receive pin handle 134 in a slidable manner. Coilcompression spring 136 surrounds pin 120 between handle 134 and plate110 and thus forces pin 120 forward for a distance slightly less thanthe horizontal length of slot 132 due to the diameter of the handle.With the pin in forward position and located in a hole 51 in track wall50 the chock block is prevented from movement about a horizontal orvertical axis, and is prevented from sliding on the track. Downwardmovement of the chock block 60 adjacent a tire is prevented by the lowerends of plates 110,112 which contact the car deck 34.

When the chock block 60 is in locked position it is positioned to be incontact with or very close to the tire to limit movement of the vehicle350. To remove the chock block 60 from locked position on the track 42the pin handle 134 is pulled back to the end of slot 132 therebycompressing spring 136. The handle 134 is then raised into the verticalleg of slot 132 and released. This automatically keeps the pin 120 inretracted position with the pin forward end recessed in plate 68,thereby preventing it from obstructing removal of the chock block 60from, and installing it on, the track. When a vehicle is positioned onthe deck and is ready to be secured in place, the chock block 60 ispositioned so that the first member 62 nests on a track 42,44 away fromthe tire a short distance. Then the chock block 60 is slid against thetire and handle 134 released so that pin 120 can be moved into a hole inthe track.

When a vehicle is to be secured in place using only two chock blocks 60,each will be a mirror image of the other. Similarly, when four chockblocks 60 are used, two of them will be identical and the other two willbe mirror images of them. When installing the chock blocks 60 to securea vehicle in place, a chock block 60 is used which will place pin 120 onthe side away from the tire so that the tire does not prevent access tothe pin.

A second embodiment of chock block 602 is illustrated by FIGS. 8 to 10.The chock block 602 is similar to the first chock block embodiment 60 soonly the significant structural differences in chock block 602 will bedescribed in detail.

The chock block 602 will be seen in FIG. 10 to have a first member 802bottom plate 702 which is shaped differently than bottom plate 70.Especially significant is the edge 704 which is lateral to track 42.This allows the triangular plate 722 to be sloped backward but still topresent a face which is lateral to the track and to the vehicle wheelthereby presenting better tire contact.

The end plate 902 shown in FIGS. 8 to 10 is also sloped at a greaterangle from vertical than is plate 90 but otherwise they function in thesame way.

To reduce weight, provide handling openings and improve tire gripping,the second embodiment of chock block 602 has a plurality of punched outcircular holes 200.

The chock block 602 can also have the plates 722,822 formed of a singlepiece of metal sheet by bending the sheet to form an integral apex orridge 210.

Also different in chock block 602 is the use of channel member 950 (FIG.8) in place of plates 110,112. The channel member 950 has a bottom 952and vertical sides 954,956. Bolt or pin 114 is mounted in sides 954,956.The rear or back end of pin 120 is slidably received in a hole inchannel side 954.

FIGS. 11 and 12 illustrate a third embodiment of the invention but onlythe main differences between this embodiment and the first twoembodiments will be described.

As will be seen in FIGS. 11 and 12, the chock block 603 has a bottomplate 703 and a sloped wall plate 723 integrally joined to bottom plate703. Spaced apart triangular gussets 140 reinforce wall 723 and keep itfrom bending under load.

The track to which chock block 603 is removably connected is shown inFIGS. 11 and 12 to be channel shaped with a bottom 152 and two opposingupwardly projecting walls 154,156. Wall 156 has a series of holes 51 forreceiving pin forward end 122 when the chock block is in a lockedposition.

A fourth embodiment of chock block apparatus is illustrated by FIGS. 13and 14. In this embodiment the sloped walls 724 and 824 are providedwith a plurality of openings 204 which have flared edges 214 whichextend laterally upwardly from the outer surface of the walls. Theflared edges 214 press into the tire when forced against it therebyrestraining lateral movement of the tire relative to the chock block sothat further stability of the vehicle against unwanted movement isachieved.

The bottom plate 744 has an upwardly arced portion 160 to which the topof an inverted U-shaped member 162 is rigidly joined. The member 162 ispositioned so that its two legs 164,166 fit on both sides of thevertical flange 172 of L-shaped track 170. The upper portion 174 offlange 172 is sloped sidewardly so as to facilitate upward movement ofthe chock block to remove it from the track. Pin 120 when in lockingposition extends through holes in both legs 164,166 and in flange 172.However, when the pin 120 is in unlocked position the pin forward end122 is supported in the hole in leg 166 so that it does not move out ofposition. When so located the pin end 122 is totally free of flange 172and does not extend out of that side of leg 166 adjacent flange 172.

FIGS. 15 to 17 illustrate a fifth embodiment characterized primarily bythe chock block apparatus being removably connectable to a track 42located below the top surface 190 of the car deck. In this embodimentthe chock block bottom plate 70 is intended to rest directly on the decktop surface 190.

A pair of spaced apart vertical plates 244,246 are joined to the uppersurface of bottom plate 70. A small horizontal shaft 248 extends looselythrough holes in the plates 244,246. A plate 250 is connected to thecurved locking pin 252. Plate 250 is fixedly joined to shaft 248 so thatthey rotate simultaneously. A coil spring 254 is connected at one end toa rod 256 on the outer surface of end plate 92 and at the other end to arod 258 mounted on plate 250. A hole 260 is provided in end plate 92 sothat the spring 254 can be joined to rod 256. The rod 258 is positionedso that the spring 254 is above the center of shaft 248 when locking pin252 is in unlocked position (FIG. 17) and the spring 254 is below thecenter of shaft 248 when locking pin 252 is in locked position (FIG.15). The spring will hold the pin in either position until it is forcedmanually into the other position by movement of the pin end 253 whichextends loosely through a vertical slot 264 in end plate 92 (FIG. 17).

Projecting downwardly from the lower surface of plate 70 is a verticalplate 685 having a hole 266 large enough to receive the end of pin 252when it moves in an arcuate path through that hole and into hole 51. Topermit such movement pin 252 moves freely through hole 268 in bottomplate 70. A guard plate 278 is mounted beneath the locking pin forwardend to protect it from damage when the chock block is moved in and outof position. A downwardly extending member 665 is also mounted beneathbottom plate 70. Both of plates 685 and member 665 lie adjacent to thesides of track 42 so that twisting relative to the track is essentiallyavoided.

FIGS. 18 to 20 illustrate the use of the chock blocks of this inventionin combination with a tie-down strap to prevent horizontal and verticalmovement of a vehicle tire.

As shown in FIG. 18, one chock block 60A can be placed on the right sideof vehicle wheel 324 adjacent the tread face of tire 326 and a chockblock 60B can be placed on the left side of the same wheel adjacent thetread face of tire 326. The chock blocks 60A and 60B are essentiallylike chock block 60 previously described herein. It will be seen,however, that chock block 60A has a pin 114 on its right side and chockblock 60B has a pin 114 on its left side. The pins 114 provide means forconnecting the ends of tie-down strap 350 to the chock blocks.

After the chock blocks 60A and 60B are positioned on track 42 adjacentthe tread of tire 326 the chock blocks are secured in place on the trackby means of pin 120 which enters a hole 51.

The tie-down strap 350 (FIGS. 18 to 20) has a straight section 352, apair of outwardly branching and then inwardly converging portions356,358 which extend from juncture 354 on straight section 352 tojuncture 360 on straight section 362, and a lateral section 364 havingits ends joined to the middle of each branching portion 356,358. The end366 of straight section 352 is permanently connected to pin 114 on shockblock 60A. A conventional winch 368 can be mounted on strap straightsection 362 inward from the end so as to leave enough strap free end 367to be passed-under pin 114 on chock block 60B and then into the winch tosecure the strap to the chock block and permit use of the winch totighten the strap and thereby put the strap in tension.

Once the chock blocks 60A,60B are put in position against opposing treadsides of the tire 326, the tie-down strap 350 is run over the top of thetire and positioned with branch 358 on the outer top side of the tireand branch 356 on the inner top side of the tire. This places the straplateral section 364 approximately on top of the tire but locatedlaterally or radially of the tire. The strap branch 358 will lie alongthe front face of the tire and the strap branch 356 will lie along theback face of the tire. Then the strap free end 367 is passed under pin114 on chock block 60B and into winch 368. The strap is then tightenedby use of the winch.

The pin 114 on each of the chock blocks 60A,60B is located on the secondmember of each chock block between the second member second end and thefirst member of each chock block. As a result, when the tie-down strapis tightened it pulls the second end of each chock block upwardly, butonly for a small distance because the pin 122 is thereby moved to thetop of track hole 51 and the bottom end 96 of leg 94 is pivoteddownwardly against deck 34 (FIG. 19), so that no further vertical orupward movement of the chock block can occur. Also, the chock blockscannot twist clockwise or counterclockwise when releasably connected totrack 34 by pin 122 because the first member 62 nests closely with thetrack and prevents such movement. The bottom ends of member 110,112prevent the second member second end from being pressed downwardly bypressure of a tire against it even when the chock blocks are usedwithout a tie-down strap. Accordingly, the chock block of the inventionprovides excellent stability against movement regardless of the sourceof any force applied to it and this is achieved without having the chockblock occupy much space and without the need for ancillary arms or trackengaging members to obtain such stability.

Although FIGS. 18 and 19 show winch 368 mounted permanently on thetie-down strap, it is also feasible to place the winch permanently onpin 114 or to use a suitable fastener to attach it to the chock block ina similar location. The loose or free end 367 of the strap can then bethreaded into the winch and tightened by means of the winch.

The foregoing detailed description has been given for clearness ofunderstanding only, and no unnecessary limitations should be understoodtherefrom, as modifications will be obvious to those skilled in the art.

What is claimed is:
 1. Transportation equipment having at least one deckfor supporting and transporting four-wheel vehicles such as automobilesand trucks;at least one track secured to the deck; the track having apair of substantially upwardly extending spaced apart surfaces; chockblocks for a vehicle transported on the deck to secure the vehicleagainst longitudinal movement; each chock block having a horizontalfirst member which nests with the track and is quickly removable fromsuch nesting arrangement by upward displacement; each chock block havinga second member substantially horizontally positioned and permanentlylaterally joined to the first member; the second member having first andsecond ends; the first member being located between and inward from thesecond member first and second ends; the second member having a flatbottom plate, extending for about its length; a pair of plates withlower edges joined to the bottom plate and sloped upwardly toward eachother and with the plates having upper edges joined together; each ofthe pair of upwardly sloped plates being substantially triangular; thesecond member first end terminating beyond a vehicle tire tread face;the lower edges of the pair of plates being about the same length andterminating at the second end beyond the tire tread face; the secondmember being located above the car deck when the first member and thetrack are in nesting arrangement; a first support leg, located from thefirst end to the first member, extending downwardly from the secondmember to the deck; and a second support leg, located from the secondend to the first member, extending downwardly from the second member tothe deck.
 2. Transportation equipment according to claim 1 in which:thesecond member bottom plate in part constitutes a top plate for the firstmember; and the first member includes a pair of spaced apart parallelvertical walls, which nest with the track, joined to the lower surfaceof the bottom plate.
 3. Transportation equipment according to claim 1 inwhich:each of the pair of upwardly sloped plates has an upward end edge;and an end plate, sloped from vertical, and having a triangular upperportion is joined to the end of the bottom plate and to the end edges ofthe sloped plates, and the end plate has a lower portion projectingdownwardly to the car deck.
 4. Transportation equipment having at leastone deck for supporting and transporting four-wheel vehicles such asautomobiles and trucks;at least one track secured to the deck; the trackhaving a pair of substantially upwardly extending spaced apart surfaces;chock blocks for a vehicle transported on the deck to secure the vehicleagainst longitudinal movement; each chock block having a horizontalfirst member which nests with the track and is quickly removable fromsuch nesting arrangement by upward displacement; each chock block havinga second member substantially horizontally positioned and permanentlylaterally joined to the first member; the second member having asufficient length to extend along, and terminate beyond, the tread faceof a tire of a vehicle located along side the track; the chock blockhaving means on the first member for removably securing the first memberto the track, when in nesting position therewith, to prevent the firstmember and chock block from horizontal movement along the track andupward movement from the track; a first chock block positioned adjoiningthe tread face at the front of a tire on a wheel of a vehicle on thedeck; a second chock block positioned adjoining the tread face at therear of the same tire on said wheel; the first and second chock blocksbeing removably secured to the track by the means for securing the firstmember of each chock block to the track; and a tie-down strap connectedto the first and second chock blocks and extending over the tire upperportion, with said tie-down strap in tension applying an upward force oneach of the chock block second members adjacent the tire with saidupward force being opposed by the means securing the first member to thetrack and by means on the second member, separate from and spaced fromthe first member, which can contact the deck and thereby maintain itsubstantially horizontal when an upward force is applied to the secondmember.
 5. Transportation equipment according to claim 4 in which:themeans for removably securing the first member to the track when innesting position therewith comprises a pin mounted on the chock blocksecond member, said pin having a forward end; the first member has ahole into which the pin forward end can extend through and into one of aplurality of horizontally disposed spaced apart holes in the track; andthe chock block has means to withdraw the pin forward end from the trackhole to remove the chock block from the track.
 6. Transportationequipment according to claim 4 in which:the second member is locatedabove the car deck when the first member and the track are in nestingarrangement; and the second member has means separate from and spacedfrom the first member which maintains it substantially horizontal whenupward and downward forces are applied to the second member. 7.Transportation equipment according to claim 4 in which:the second memberhas a substantially flat bottom plate extending for about its length, aplate with a lower edge is joined to the bottom plate and slopesupwardly; and brace means extends from the sloped plate to the bottomplate.
 8. A railroad car having at least one deck for supporting andtransporting four-wheel vehicles such as automobiles and trucks;at leastone track secured to the deck longitudinally of the railroad car; thetrack having a pair of substantially upwardly extending spaced apartsurfaces; chock blocks for each vehicle transported on the deck tosecure the vehicle against longitudinal movement; each chock blockhaving a horizontal first member which nests with the track and isquickly removable from such nesting arrangement by upward displacement;each chock block having a second member substantially horizontallypositioned and permanently laterally joined to the first member; thesecond member having a sufficient length to extend along, and terminatebeyond, the tread face of a tire of a vehicle located alongside thetrack; and the chock block having means on the first member forremovably securing the first member to the track, when in nestingposition therewith, to prevent the chock block first member fromhorizontal movement along the track; a first chock block positionedadjoining the tread face at the front of a tire on a wheel of a vehicleon the deck; a second chock block positioned adjoining the tread face atthe rear of the same tire on said wheel; the first and second chockblocks being removably secured to the track by the means for securingthe first member of each chock block to the track; and a tie-down strapconnected to the first and second chock blocks and extending over thetire upper portion, with said tie-down strap in tension applying anupward force on each of the chock block second members adjacent the tirewith said upward force being opposed by the means securing the firstmember to the track and by means on the second member, separated fromand spaced from the first member, which can contact the deck and therebymaintain it substantially horizontal when an upward force is applied tothe second member.
 9. A railroad car according to claim 8 in which thesecond member has a bottom supported by the first member.
 10. A railroadcar according to claim 9 in which:the second member has first and secondends; the first member is located between and inward from the secondmember first and second ends; a support leg, located from the first endto the first member, extends downwardly from the second member to thedeck; and a support leg, located from the second end to the firstmember, extends downwardly from the second member to the deck.
 11. Arailroad car according to claim 8 in which:the means for removablysecuring the first member to the track when in nesting positiontherewith comprises a movable pin mounted on the chock block, said pinhaving a forward end; the first member has a hole into which the pinforward end can extend through and into one of a plurality ofhorizontally disposed spaced apart holes in the track; and the chockblock has means to withdraw the pin forward end from the track hole toremove the chock block from the track.
 12. A railroad car according toclaim 8 in which:the second member has a flat bottom plate, extendingfor about its length; and a pair of plates with lower edges is joined tothe bottom plate and sloped upwardly toward each other and with theplates having upper edges joined together.
 13. A railroad car accordingto claim 8 in which the chock block second member has means forconnecting a vehicle wheel tie down strap to the chock block.
 14. Arailroad car according to claim 8 in which:the second member has asubstantially flat bottom plate extending for about its length; and aplate with a lower edge is joined to the bottom plate and slopesupwardly.
 15. Transportation equipment having at least one deck forsupporting and transporting four-wheel vehicles such as automobiles andtrucks;at least one track secured to the deck; the track having a pairof substantially upwardly extending spaced apart surfaces; chock blocksfor a vehicle transported on the deck to secure the vehicle againstlongitudinal movement; each chock block having a horizontal first memberwhich nests with the track and is quickly removable from such nestingarrangement by upward displacement; each chock block having a secondmember substantially horizontally positioned and permanently laterallyjoined to the first member; the second member having first and secondends; the first member being located between and inward from the secondmember first and second ends; a first support leg, located from thefirst end to the first member, extending downwardly from the secondmember to the deck; a second support leg, located from the second end tothe first member, extending downwardly from the second member to thedeck; the second member being located above the car deck when the firstmember and the track are in nesting arrangement; the second member firstand second support legs maintaining it substantially horizontal andstationary when upward and downward forces are applied to the secondmember; the second member having a sufficient length to extend along,and terminate beyond, the tread face of a tire of a vehicle locatedalong side the track; the chock block having means for removablysecuring the first member to the track, when in nesting positiontherewith, to prevent the first member and chock block from horizontalmovement along the track and upward displacement off of the track; afirst chock block positioned adjoining the tread face at the front of atire on a wheel of a vehicle on the deck; a second chock blockpositioned adjoining the tread face at the rear of the same tire on saidwheel; the first and second chock blocks being removably secured to thetrack by the means for securing the first member of each chock block tothe track; and a tie-down strap connected to the first and second chockblocks and extending over the tire upper portion, with said tie-downstrap in tension applying an upward force on each of the chock blocksecond members adjacent the tire with said upward force being opposed bythe means securing the first member to the track and by means on thesecond member, separate from and spaced from the first member, which cancontact the deck and thereby maintain it substantially horizontal whenan upward force is applied to the second member.
 16. Transportationequipment according to claim 15 in which:the second member has asubstantially flat bottom plate extending for about its length; and aplate with a lower edge is joined to the bottom plate and slopesupwardly.
 17. Transportation equipment according to claim 15 inwhich:the second member has a flat bottom plate, extending for about itslength; and a pair of plates with lower edges are joined to the bottomplate and slope upwardly toward each other and with the pair of plateshaving upper edges joined together.
 18. Transportation equipment havingat least one deck for supporting and transporting four-wheel vehiclessuch as automobiles and trucks;at least one track secured to the deck;the track having a pair of substantially upwardly extending spaced apartsurfaces; chock blocks for a vehicle transported on the deck to securethe vehicle against longitudinal movement; each chock block consistingessentially of a first member, a second member and means on the firstmember for removably securing the first member to the track; the firstmember nesting with the track and being quickly removable from suchnesting arrangement by upward displacement; the second member beingsubstantially horizontally positioned and permanently laterally joinedto the first member; the second member having a sufficient length toextend along, and terminate beyond, the tread face of a tire of avehicle located along side the track; the chock block having means onthe first member for removably securing the first member to the track,when in nesting position therewith, to prevent the first member andchock block from horizontal movement along the track and upward movementfrom the track; and the second member having means on opposite sides of,and separate from and spaced from, the first member, which maintains thesecond member substantially horizontal when upward and downward forcesare applied to the second member.
 19. Transportation equipment accordingto claim 18 in which the chock block has means for connecting a vehiclewheel tie down strap to the chock block.
 20. Transportation equipmentaccording to claim 18 in which:the means for removably securing thefirst member to the track when in nesting position therewith comprises apin mounted on the chock block, said pin having a forward end; the firstmember has a hole into which the pin forward end can extend through andinto one of a plurality of horizontally disposed spaced apart holes inthe track; and the chock block has means to withdraw the pin forward endfrom the track hole to remove the chock block from the track. 21.Transportation equipment according to claim 18 in which the secondmember is located above the car deck when the first member and the trackare in nesting arrangement.
 22. Transportation equipment according toclaim 18 in which:the second member has first and second ends; the firstmember is located between and inward from the second member first andsecond ends; a support leg, located from the second member first end tothe first member, extends downwardly from the second member to the deck;and a support leg, located from the second member second end to thefirst member, extends downwardly from the second member to the deck. 23.Transportation equipment according to claim 18 in which:the spaced apartsurfaces of the track are defined by spaced apart plate walls; and thefirst member has a pair of spaced apart plate walls which nest with thetrack walls.
 24. Transportation equipment according to claim 18 inwhich:the track is an inverted channel; and the first member defines achannel which has its open side facing downwardly and is sized to nestwith the track in close proximity therewith.
 25. Transportationequipment according to claim 18 having:a first chock block positionedadjoining the tread face at the front of a tire on a wheel of a vehicleon the deck; a second chock block positioned adjoining the tread face atthe rear of the same tire on said wheel; the first and second chockblocks being removably secured to the track by the means for securingthe first member of each chock block to the track; and a tie-down strapconnected to the first and second chock blocks and extending over thetire upper portion, with said tie-down strap in tension applying anupward force on each of the chock block second members adjacent the tirewith said upward force being opposed by the means securing the firstmember to the track and by means on the second member, separate from andspaced from the first member, which can contact the deck and therebymaintain it substantially horizontal when an upward force is applied tothe second member.
 26. A railroad car having at least one deck forsupporting and transporting four-wheel vehicles such as automobiles andtrucks;at least one track secured to the deck longitudinally of therailroad car; the track having a pair of substantially upwardlyextending spaced apart surfaces; chock blocks for each vehicletransported on the deck to secure the vehicle against longitudinalmovement; each chock block having a horizontal first member which nestswith the track and is quickly removable from such nesting arrangement byupward displacement; each chock block having a second membersubstantially horizontally positioned and permanently laterally joinedto the first member; the second member having a sufficient length toextend along, and terminate beyond, the tread face of a tire of avehicle located alongside the track; the second member having a flatbottom plate, extending for about its length; a pair of plates withlower edges joined to the bottom plate and sloped upwardly toward eachother and with the plates having upper edges joined together; each ofthe pair of upwardly sloped plates being substantially triangular andhaving an upward end edge; an end plate, sloped from vertical, having atriangular upper portion joined to the end of the bottom plate and tothe end edges of the sloped plates, and the end plate having a lowerportion projecting downwardly to the car deck; the second member havingfirst and second ends; the first member being located between the secondmember first and second ends; the second member first end terminatingbeyond a vehicle tire tread; the lower edges of the pair of plates beingabout the same length and terminating at the second end beyond the tiretread face; and the chock block having means on the first member forremovably securing the first member to the track, when in nestingposition therewith, to prevent the first member and chock block fromhorizontal movement along the track and upward movement from the track.